Elevator system



May 3l, 1960 J. LUSTI ET AL 2,938,605

ELEVATOR SYSTEM Filed March 13. 1959 PT nm mol' (Z4 ci@ [ru-huma rggz/17 BDfIL/ c/l VBDTS fLW T15/ wax/ r n ,71.55 MLS 555 U98 /UTLCS 8 Sheets-Sheet 2 5075, /5P/ Dz/ BLSZ ccs

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7 ICC rs1/@ffm ATTORNEY May 31, 1960 J, L Us'ri; ET AL 2,938,605

ELEVATOR SYSTEM Filed March 13, 1959 8 Sheets-Sheet 5 May 31, 1960 .1. L UsT| ET AL 2,938,605

ELEVATOR SYSTEM Bw/Om www/ ATTORNEY May 31, 1960 Filed March 13, 1959 J. LUSTI ET AL ELEVATOR SYSTEM 8 Sheets-Sheet 5 BY ATTORNEY May 31, 1960 J. I UsTl ET AL ELEVATOR SYSTEM 8 Sheets-Sheet 8 Filed March 13. 1959 l; 7 MllllllllllllllflllllfllllIII. lltl I l I IIIIMJM V 1/ 5 7;/ M |||||II||||||I||lllllllwlllillunl mi. .9 W I l I l I I I l l I I l I I l Ilia z., J l l I l I I I l l l 1| l I I I I I IIN? W y., r|l||ll|| H M W I l l I I l l l I l l l I l I I l l l l {Hll l l l l l Ig w ...0, ...o L.. M B I l l l i I I I lll|wllllm|llawyl l a l l Illy W H, W I l I l l l l l l IE. v ...a .0 w, Wl|1m1iwv|l LHT.: 4 45 d 6 4 .0 hf 7.? a 4/5/ b, 7, 8:9 Wllllll III I I I I l .ldlallnllln 7.3 o, l l i l l l I I l II/ETIIIIl w 7.. we 3. I I l I I l I l l l In 3 w @WM 5 I I I I I I I I I I I I I I i I I IIIII l I l IIN/chl.' 'I3 3 w m a. w M /|||\||I||l||||.|||| I |.|I.\.||||||l Ia w H i m y w v nl? 111111 ATTORNEY United StatesPatent Otice 2,938,605 Patented May 31, 1960 ELEVATOR SYSTEM FileaMar. 1a, 1959, ser. No. 799,197 7o claims. (C1. IS7-29) The .invention relates to.. elevator systems.

In many typesof buildings, the space occupied by the elevators is an important'factor. There have been many improvements made with the view of increasing the passenger handling capacity of elevators so as to reduce the number of lelevatorsrequired for the installation. Among these is the provision of'multicompartment cars such as inthe patent to Lindquist et al., No. 1,997,260, granted April `9, 1935. In the arrangement set forth in this patent, which is specifically illustrated for double compartment "cars, the compartments serve alternate oors, the bottom compartment serving say odd numbered oors and the top compartment even numbered floors. Inasmuch as many of the stops'made involved passenger transfer for both compartments, this arrangement considerably reduced the total number of stops 'made and thus lgave increased Etrahit: handling capacity without an increase in the"` space required for the elevators. The present invention is directed vto multicompartment elevators.

The principal object of the invention is to provide an improved multicompartment elevator system. More specifically, an object of the invention is to provide a multicompartment-elevator system in which the number of stops for each round trip of the car is further reduced.

The features, advantagesl and operation lof the system willbe set forth as applied to double compartment cars, but it is to be understood `that in many instances they also apply to cars having a greater number of compartments. K

The invention' in one of its principal 'aspects is directed to the manner in which intermediate oors are served. "In the system to which theinvention'is illustrated as applied, up landing call registering means and down landing call registering means are provided for-each of the intermediate lioors. Also car call registering means are provided for each of the intermediate oors'within each compartment. Where a compartment makes a stop at a floorin response to a landing call for that floor under conditions where its car call for that floor is also registered, this car'call is also answered in. making the stop.

The invention involves having one compartment respond to up landing calls during an up trip and the other compartment to respond to down landing calls during a down trip. However, where landing calls for the direction of car travel 4are registered for two adjacent floors, or a landing call for the direction of car travel is in registration for a lloor and a carcall for the leading compartment is in registration lfor the voor next beyond or a car call for the following compartment is in registration for the next preceding iioor, but one stop is made to answer such calls, regardless of for which pair of adjacent oors such ycalls are registered. Also where a car call is 'registered for the compartment, other than the one which' responds to the landing calls'for the direction of car travel, for the same floor Afor which a landing call for that direction isr registered, such-other compartment responds to bothecalls `sothat again but l one stop is made to answer such calls, regardless of for which floor such calls are registered.

In carrying out the invention according to one arrangement, the top compartment is caused to respond to up landing calls on the up trip and the bottom compartment to down landing calls on the down trip. Where up landing calls are in registration for two adjacent tloors, the top compartment on its upward trip is caused to bypass the lower of the two calls and both calls are answered with but a single stop by stopping the car with the bottom compartment at the lower and the top compartment at the upper of the two floors, without regard to odd and even numbered floors. Also, where the top compartment has a car call for the oor next above the one for which an up landing call is registered or where the bottom compartment has a car call lfor the same floor for which an up landing call-is registered, these calls are answered on the up trip, in each case with but a single stop with the bottom compartment at the oor at which the up landing call is registered. Similarly, where down landing calls are in registration for two adjacent floors, the bottom compartment on the downtrip is caused to bypass the upper of the two calls and the calls are answered with but a single stop by stopping the car with the top compartment at the upper and the bottom compartment at the lower ofthe two floods, without regard to odd or even numbered floors. Also, where the bottom compartment has a car call for the oor next below the one for which a down landing call is registered or where the top compartment has a car call for the same floor for which a down landing call is registered, these calls are answered on the down trip, in each case with but a single stop with the top compartment at the floor at which the down landing call is registered.

`In carrying out the invention according to another arrangement, the bottom compartment is caused to respond to up landing calls on the up trip and the topcompartment `is caused tofrespond to down landing calls on-the down trip. Where up landing calls are in registration for two adjacent oors, again the calls are answered with but a single stop by causing, when the bottom compartment picks up the lower of the two calls on the up trip, the top compartment to-respond to the Aupper of the two calls, regardless of the pair of floors involved. Also, Where the bottom compartment has a car call for the tloor next'below the one for which an up landing callis registered or the top compartment has a car call for the same iloor for which an up landing call is registered, these calls are answered on the up trip, in each case with but a single stop with the top compartment at the floor Vf or which the uprlanding call is registered. Similarly, when down landing calls are in registration for two ,adjacent floors, the lcalls are answered with but a single stop by causing, when the top compartment picks up the upper of the twocalls on the down trip, the bottom compartment to respond to the lower of the two calls, regardless of the pair of floors-involved. Also, where the-top compartment has a car call for the floor next-above the one forwhich a `down landingfcall is registered or the bottom compartment has a car'call for the same oor for which a down landing call is registered, these calls are answered on the down trip, in each case with but a single stop with thebottom compartment at the fioor Afor which the downlanding vcall is registered.

Thus, with-either of the above arrangements, where landing calls, ora landing call and compartment car call, calling for stops at adjacent oors are-registered, but one stop is made in response to both calls, regardless of which adjacent oors are involved. Also, but one stop is made Where a compartment car callis registered for the same oor for which a landing call isregistered for the-direction of ear travel, regardless of the floor for which the calls are registered. This reduces the number of total stops made over that in an alternate floor stop system where, in case of calls for adjacent landings, two stops are made if the farther call is for a floor not served by the leading compartment in response to landing calls, regardless of whether or not each compartment serves all floors in response to car calls and where, in case of a compartment call for the same floor as a landing call for the direction of car travel, two stops are made if the floor is not served in response to landing calls by the compartment having the car call.

The invention also involves, as a modified arrangement, causing one compartment to bear the brunt of the service. For example, the top compartment may be caused to respond to the up landing calls on the up trip and to the down landing calls on the down trip, or the bottom compartment may be caused to respond to the up landing calls on the up trip and to down landing calls on the down trip, in each case subject to the exceptions above noted, as for example where calls are in registration for adjacent floors, where a single stop is made in answering more than one call. v

In the arrangements described for carrying out the invention, the car, under certain conditions, may be caused on its upward trip to stop and reverse at the floor of highest call. Suchhighest call may be a down landing call or a car call for either compartment. Where the highest call is a down call or a car call for the top cornpartment, the high call reversal stop is made by the top compartment in response to this call, regardless of the floor for which such call is registered and also regardless of whether the system is arranged for answering the up landing calls by the top compartment or the bottom com-Y partment. If under such conditions a down landing call is in registration for the iioor next below the one at which the high call reversal stop is being made, the bottom compartment answers this call so that but one stop is made. When the highest call is a car call for the bottom compartment, the high call reversal stop is made by the bottom compartment at the oor for which the car call is registered. Should a down landing call be in registration for the same floor, this call also is answered by the bottom compartment so that again but one stop is made.

Under high call reversal conditions, the arrangement in which the top compartment is caused to respond to up landing calls on the up trip is of advantage over the arrangement in which the bottom compartment responds to these calls in that with the arrangement in which the top compartment serves the calls, it will pick up the majority of the up landing calls on the upward trip and as a consequence it has a greater chance of having the highest cai call. Under such conditions the car would be reversed at one floor lower than it would if the bottom compartment had the highest ear call.

The manner in which the compartments respond to calls at the terminals may vary. The system may be arranged so that on its downward trip the bottom compartment does not stop at the upper lobby, or does not do so under certain conditions, and on its upward trip does not stop at the upper lobby or does so only under certain conditions.

As a modification, the system may be arranged so that the calls for the direction ofcar travel are always picked up by the leading compartment, except where the call is registered too late, in which case it is picked up by the following compartment.

The control for the compartments may be arranged to provide automatic bypass of landing calls by each compartment when it is carrying over a certain load and the circuits are shown to provide this operation. With this arrangement, .in accordance with the invention, when a compartment i's sufficiently loaded automatically to`bypass landing calls which it'would otherwise pick up, the other compartment picks up such calls. This applies to anypof the above discussed arrangements and also to an alternate floor stop system.

There are various features of the invention relating to operation of compartment doors, some of which will be seen from the detailed description. Among these are the control of the doors of one compartment, dependent on the condition of the doors ofthe other compartment. The present invention contemplates control of the doors so as to insure a maximum traic handling capacity with a minimum of stops, thereby increasing the elevator service without increasing the space required for the elevators. The manner in which this is obtained may vary depending upon the requirements of the particular installation. This control involves the opening, reopening and/ or maintaining open of the doors of one compartment in response to the registering of the landing call for the direction of car travel for the floor at which such compartment is stopped, so long as the doors of the other compartment in opening have not reached a certain position, or the passenger transfer time interval has not expired or, even though the interval has expired, provided the doors for the other compartment in closing have not reached a certain position. Even though the doors for the other compartment in closing have reached such certain position, the doors of such one compartment may be reopened provided that in closing they have not reached a certain position. It also involves holding up the closing of the doors for one compartment by the holding up of the closing of the doors for such other compartment. This may be effective up to the time the passenger transfer time interval expires, or as an alternative, thereafter if the holding up of the doors is initiated before the passenger transfer time interval expires.

Other features and advantages of the invention will be seen from the following description and appended claims.

In the drawings:

Figures l to 8 inclusive taken togetherconstitute a simplified across-the-line diagram of control circuits for a double compartment elevatorand its hall lanterns;

Figure 9 is a circuit detail of a modification of a portion of the circuits of Figures 1 to 8; and

Figures 10a to 10c are key sheets for Figures l to 9 inclusive, showing the electromagnetic switches in spindle form.

The circuits are shown in a simplified manner to facilitate an understanding of a preferred mode of carrying out the invention. In this connection, it is to be understood that elevator control systems are very complex and that certain amplifications and alterations may be in order in adapting the invention to certain of these systems. The invention will be described as applied to a system in which the compartments are operated without attendants, but it is to be understood that certain aspects of the invention are applicable to other types of systems. While the description is directed principally to the operation of a single car with top and bottom compartments, it will be seen that in most instances, the car is but one of a plurality of multideck elevator cars subject to group control.

The electromagnetic switches employed in the system illustrated are designated as follows:

ACS-Advance call switch ADV- Advanced brush switch ALR-Advance lobby switch ALT-Alternate floor switch BCO- Bottom compartment out of service switch BCS-Bottom compartment car call pickup switch BDO- Bottom compartment door open switch BDTS--Bottom compartment door time switch BHS-Bottom compartment landing call pickup switch BLS-Bottom compartment load switch BOT- Bottom compartment initial time switch BTL- Below the lobby switch CAZ-Car call advanced zone switch CCB--Car call below switch CNLS-No lobby car call stop switch (JZ-Car all zone switch DDSDown dispatch switch DIS-LDispatch switch GO-Preparatory to run switch H-Run switch HAZ--Landingcall advanced zone switch HCC-Highest car call switch HNLS-No lobby landing call stop switch HUD- Highest landing call switch HZ-#Landing 'call zone switch MG'-Motor generator switch ML-Main landing switch NAC-No available lobby car 'switc OD-Down operation switch OU-LUp operation switch P=Potential vswitch PCB-#Preparatory call below relay SB--Sta'rt switch SLS-r-Tot'al load switch SP-Speed switches ST-Stop switch TCO-#Top vcompartment out of Iservice switch TCS-Top compartment car-call pickup 'switch TDC-Top compartment door open switch TD'IS--Top compartment door time switch THL-Top landing switch THS--Top compartment landing call pickup switch TLS- Top compartment load switch TOT-Top 'compartment initial time switch UD-Direction control switch UFR- Up to down reversal switch y ULD-Upper lobby down landing call relay UTLC-Up travelling loaded "car switch I VB-Bot'tom terminal car availability switch VD-Down tralic switch VDP- Down peak'switch VN--Night service .switch VT--Top terminal car availability 'switch VUP-Up Apeak switch WB-Bottom terminal selection switch WBX-Up dispatch holding switch WT-Top terminal selection switch WTS-Top terminal starting switch WTX-Auxiliary top terminal selectionswit'ch p XBHS-Auxiliary bottom compartment landing call pickup lswitch l XTHS-'Au'xiliary top compartment landing call pickup switch Throughout the -description whichpfollows, these .letters will be applied yto the respectiveswitch coilsrand, with V:reference numerals appended thereto, Athey will beapplied vto 'their respective switch contacts. kThe circuits are shown principally for but one elevator but, in certain instances whe're control switches for other elevators of the installation are involved, differentiation between the elevators "is made by appending to the designating characters lower case letters a, b, 'C 'and'dindicative of the 'different elevators. The location of the coils and contacts may be found frompthe key sheets of Figures a to 10c wherein the switches are arranged in alphabetical order with the coils and contacts positioned on spindles in `horizontal alignment with their positions in the particular wiring diagram. Theyare related to the wiring diagrams by applying to the particular coil or contact the -number of the figure in which `it occurs, this being appended following a dash to the particular designation for rthe'coil. or contact. Thus to locate contacts ACSS for example, referring to spindle'sheet FigurelOzL it will be `found that contacts number 3 of-switch 'ACS have applied vthereto followngadash the numeral-'5. This means that these Acontacts appear in Figure 5. Thecontaets'may then be located by aligning the sheetonV which Figure 5 f appears with the sheet on which Figure'lOa appears "and will b'e found in alignment with their position ion Figure lila.

. The electromagnetic switches. :are i illustrated r-in deen- Liso ergized condition. Each -of switches BOT and TOT `has both `anoperating coil and a holding coil. Switch ACS has two operating coils. Of the above listed switches, for convenience the 'circuits for the coils of switches ML, THL, VB, VD, VDP, VN, VT, VUP, WB, WBX, WT, WTS and WTX a're not shown, it being understood that the circuits for these coils may be controlled in accordance with the control of the coils of the corresponding switches in the patent to Glaser and Hornung No, 2,589,242, granted March 18, 1952. The circuit for the coil of switch ML is completed when both compartments are at the lobbies. The circuit for the coil of switch THL is completed when both compartments are at the two top floors.

The coil of the electromechanical brake is designated BR. As indicated in Figure 1, the brake is applied to the brake drum on the shaft 2 of the 4hoisting motor which drives the sheave 3 lfor raising and lowering the elevator car, having top compartment Tand bottom compartment B, and the `count'erweight 5 for the car. The hoisting motor is illustrated -as a direct current motor, its armature being designated MA and its field winding MF. The hoisting motor armature is illustrated as supplied with current Vat variable voltage by the armature GA of the generatorfofa motor generator set. The separately excited eld winding of the 'generator is designated GMF and the series eld winding is designated GSF. GFAR is a resistor for controlling the strength of generator iield winding GMF for acceleration while G'FRR is a resistor for controlling the strength of the generator 'iield winding for retardation.

The driving motor of the motor generator set is not shown but an exciter, which 'may -be driven by the driving motor, fis illustrated for Vsupplying current for certain of the circuits. The exciter armature Vis designated EAM, its shunt tield winding EMF and its series 'eld winding ESF. In addition to the exciterfor supplying current to certain of the controlcircuits, other control circuits are fed from separate supply -lines designated and not subject to the exciter. HL1 and HL2 are'the supply lines for thehall lantern circuits.' These lines may be connected to an lalternating currentsource. Also, additional supply lines designated B+ and B are provided for the call registration -and pickup circuits.

Mechanism actuated in accordance with car movement is utilized, and this maybe inthe vform of a selector such as -shown in the aforesaid patent to Glaser and Hornung, in which case switches 1SCC, ZSCC, 3SCC, 4SCC and SSCC would be operated by cams 22, one for each switch, of that patent inthe listed sequence during starting and acceleration and in the'reverse sequence during retardation andstopping. A circuit is shown for the advancer motor which operates cams to close the switches incident tothe starting of the ca'r. At the same time the advancer motor vadvances a panel, termed advancer panel, toplace it in an advanced position withrespect to the car. The armature of the advancer `motor is designated AM and its field winding AMF. The cams are operated in the reverse `sequence to open the switches during retardation by pawls which engagestopping collars for floors at which stops are to be made. The extension and retraction of the ypawls is controlled by the selector stopping magnet SM as explained in the patent.

The selector is also provided with stationary contacts adapted to be engaged by movable contacts. Referring to Figure 5, one column of stationary contacts is provided for the up landing call pickup circuit. These contacts, which are provided one for each of the landings for which up landing calls are registerable, are designated generally as UH. Another column of stationary contacts is provided for the down landing call pickup circuits. These contacts, which are provided one for each of the landings for which down landing calls are registerable, are designated generally as DH. A third column of stationary contacts, one for each landing and designated generally :as DHH, Vis provided in the highest down landing call I'I rectifier stack circuit DRSC. A fourth column of stationary contacts, one for each landing andA designated generally as UHH, is provided inthe highest up landing call rectifier stack circuit URSC. Referring to Figure 6, another column of stationary contacts, one for each landing and designated generally as TCP, is provided Afor the top compartment car call pickup circuits. Still another column of stationary'contacts, one for each landing and designated generally as BCP, is provided for the bottom compartment car call pickup circuits. Referring to Figure 7`, a sixth column of stationary contacts, one for each landing plus one and designated generally as HZC, is provided for the landing call` zoning circuits. A seventh column of stationary contacts, one for each landing plus one and designated generally as CZC, Yis provided for the car call zoning circuits. Referring to Figure 8, two other columns of 'stationary contacts,Y designated generally as ULC and DLC'are -provided-forthehall lantern circuits. Referring back to Figure` 6, a column of hook switches, one for each landing plus one -and designated generally at HC, is provided for the highest car call circuit HCSC. The stationary contacts in each column are spaced in accordance with the distance between oors and are differentiated by numbers in accordance with the landings for which they are provided. lnasmuch as the hook switches serve for the landings in groups of two, they are dierentiated in accordance with the pairs of landings for which they are provided. y

Contacts UH are adapted to be engaged by three brushes movable in accordance with car movement.V The upper brush TLUAB, which is the top compartment up landing call advance brush, is positioned to bein engagement with the stationary contact for the landing next above the ones in which the compartments are stopped. The middler brush TUB, which is the topk compartment up landing call pickup brush, is positioned to be in engagement with the stationary contact for the landing at which the top compartment is stopped. v The lower brush BUB, which is the bottom compartment up landing call pickup brush, is positioned-'to be in engagement with the stationary contact for the landing at which the bottom compartment is stopped. Contacts DH are adapted to be engaged by three similar brushes, namely the lower brush BLDAB, which is the bottom compartment down landing call advance brush, the middle brush BDB which is the bottom compartment down landing call pickup brush and the upper brush TDB which is the top compartment down landing call pickupbrush. A top compartment brush TDHB and a bottom compartment brush BDHB are provided for engaging contacts DHH, and a top compartment brush TUHB and the bottom compartment brush BUHB are provided for engaging contacts UHH. Brush BDHB is mounted on a lever for effecting the separation of contacts HHC when the brush engages a stationary Contact. Three brushes, namely up advance brush TCUAB, pickup brush TCB and down advance brush TCDAB, are provided for engaging stationary contacts TCP. Similarly, down advance brush BCDAB, pickup brush BCB and up advance brush BCUAB are provided for engaging contacts BCP. Three brushes, namely up advance brush UHZB, middle brush HZB and down advance brush DHZB, are provided for engaging stationary contacts HZC.` Similarly, up advance brush UCZB7 middle brush CZB and down advance brush DCZB are provided for engaging contacts CZC. A top compartment brush TULB and a bottom compartment brush BULB are provided for engaging contacts ULC and a top compartment brush TDLB and a bottom compartment brush BDLB are provided for engaging contacts DLC. An insulating cam CHC is provided for operating hook switches HC. All of these brushes and the cam are mounted on the advancer panel. Certain of the brushes, namely brushes TLUAB, BLDAB, TDHB, BDHB, TUHB, BUHB, TCUAB, TCDAB, BCUAB, BCDAB, UHZB, HZB, DHZB, UCZBCZB and DCZB are elongated as indicated. Other stationary contacts andv cooperating contacts are mounted on the selector, as will be seen as the description proceeds.

The doors are indicated schematically in Figure l. TCD is the top compartment car door and BCD is the bottom compartment car door. Hoistway doors are designated HD and are indicated as operated by being coupled to the car doors. The armature of the top compartment door operating motor is designated rTDMA and its field Winding TDMF. The armature of the bottom compartment door operating motor is designated BDMA and its fieldwinding BDMF. TGC and BGC designate respectively the top compartment and bottom compartment door contacts. DS are indicative of hoistway door interlock contacts, but two being illustrated. TDOB and BDOB are door open buttons for the top and bottom compartments respectively. TDCL and TDOL are top compartment door close andl door open limit switches respectively. BDCL and BDOL are similar switches for the bottom compartment door. DZ1 and DZZ are door zone switches which are closed when the compartments are within a certain distance of the landings at which the stops are made.

A plurality of knife switches is illustrated for changing operations. These switches are designated generally as K and differentiated by appended numerals. Similarly resistors are generally designated as R, rectifiers as Y and capacitors as C. The up hall lanterns are designated UHL and the down hall lanterns are designated DHL, differentiation being made by numerals indicative of the landings for which they are provided. BDPD and TDPD are door detector contacts for the bottom and top compartment car doors respectively. They may be contacts operated in any suitable manner as, for example, by yieldable safety edges on the doors or electronically as disclosed in the patent to Bruns No. 2,601,250, granted June 24, 1952. TLW and BLW are load weighing switches for the top and bottom compartments respectively. Various safety devices are indicated by the block having the legend safeties Referring to Figures 5 and 6, while the calls may be registered in any suitable manner, the circuits are illustrated for registering the landing calls on electronic tubes U and D as disclosed, for example, in the aforementioned Patent No. 2,589,242. The circuits are also illustrated for registering car calls on electronic tubes. For convenience, but a seven floor installation is illustrated in which the first and second oors are lobbies. The floors are spaced equidistant apart. With such arrangement up landing call' registering tubes U are provided for floors l to 6 inclusive, down landing call registering tubes D are provided for tloors 2 to 7 inclusive. Also, top compartment car call registering tubes TC are illustrated for oors l to 7 inclusive, and bottom compartment car call registering tubes BC for oors l to 7 inclusive. For certain installations, as will be explained later, the top compartment first floor and bottom compartment seventh floor call registering tubes would not be provided. These tubes are cold cathode gas tubes which are broken down by the touch of a button BUT connected adjacent the anode to theenvelope of the tube. A tube upon being broken down remains conductive, placing the potential across its load resistor RL on the corresponding selector call pickup contact. For example, upon tube U6 being caused to conduct to register an up sixth floor landing call, it places potential on the call pickup contact UH6. Also potential is applied by Way of rectifier YU6 to stack circuit URSC controlling the coil of highest landing call switch HUD. Similarly for example, upon tube TC7 being caused to conduct to register a top compartment seventh floor car call, it places potential on top compartment call pickup contact TCP. Also potential is applied by way of rectifier YTC7 tothe hook switch stack circuit HCSC controlling the coil of highest car call switch HCC.

vvat the fourth oor.

Vondary of transformer TFto line\B which is through line B+ to the anode of the tube andvthence passenger back to ground GR. As -a result,

4lier stack circuits URSCy Knife switch H218 has three positions. In the upper position the motor generator set is 'shut down. In the middlesposition, the coil of `motor generator switch -MG 1s 'energiied so as manually `to start the motor generator set in operation. vIn the flower position the motor 'gen- 'eratoi-.set is automatically started in'operation. In describingthe operation of the system, it`will be assumed that Iknife switch K48 is in its 1`o wer .position and that all other "knife switches are open. It will also be assumed that the car is standing with the compartments at the lobbies '(landing's 1 and 2) fand that the systemis under night service operation so that'night 'service switch VN is operated vand vthus co'nta'cts V l I 3 are separated and contacts VNl, VNZ, VN4, VNS, VN6, V N7, VNS and VN9 "are engaged. With the compartments positioned at the lobbies, main landing switch ML is operated so that contacts ML2 vand MIA` are separated. With con- 'tacts ML2 separated, the coil of motor generator switch MG is deene'rgized and the'motor generator set isfshut down. Contacts MG4 `prevent condenser C15 being in a charged state and thuslprevent-operation of switch MG -due -to condenser discharge when switch K48 fis moved to its lower vposition. Under the conditions assumed the doors for both compartments are closed. Also,

-with both compartments at the lobbies, brush RB-on the .selector synchronous panel is in'engagement with contact lMLCl, completing a circuit through contacts H1 for the coil of up ope-ration switch OU. Thus switch -OU is operated and its contacts OUZ are separated, de-

lenergizing the coil of down operation switch OD. Also,

contacts OU6 are in engagement, completing a circuit through contacts ALTI and -HNLSL selector contact HZCZ and brush UHZB for the coil of y landing call advanced -zone switch HAZ, and contacts OU7 arein Yengagement, completing a circuit through contacts-ADIZ and CNLS1,-selector contact CZC2 and brush `UCZB VYfor the coil of car call advanced zone-switch CAZ. Thus switches HAZ and CAZ are in operated condition. -Also landing call zone switch HZ and car call zone switch CZ are in operated condition, the circuits for their coils being through selector contact HZCl and brush HZB and through selector contactY C Z-Cl and brush CZB=respec tively. For convenience, it is pointed out here that switches HZ andl CZ'are-operated at each oor, in 4advance of the picking up-of a 4call for that oor, vto engage contacts HZ2 and-H23 and contacts C ZZ-and C23 respectively to enable the call to be picked up. Also contacts OUlare in engagement, completing a circuit for the coil of direction control switch UD. Thus, switch UD also is in operated condition.

Assume now that an up landing call is registered say This s effectedby causing-conduction of tube U4 by touch. Upon the intending vpassenger touching the button BUT-connected to the tubeenvelope, va circuit is established from-ground GR through-the secconnected from the button by way of the body of the intending suliicient alternating voltage is applied between the anode and tube envelope to breakdown the tube. When the tube becomes conduct'ive'it'providessuflicient illumination to indicate that the landing ,call is registered. The registration of the call causes operation of highest landing call switch HUD. The circuit for `thecoil of'switchfHUD is from the left-hand side of load resistor RLU4 by way of rectifier YU4 to junctionfJU-t, downwardly throughrectito contact UHHI, brush BUHB, contacts BCOZ, rectifier YHUDS, coil HUD, supply line B to the right-hand side of resistor RLU4; Switch HUD operates, engagingr contacts HUD3 to complete a circuit through contacts `BOT2, -TOTI 'and VNS for 'the .coil

f"s"t'a'rt switch Switchf SB l"operatesfto engage cntacts sus, A eelnplefnrg a circuit through contacts ADW for ythe cooperating coil l'of stop"rnla'g'netSM, effecting `the retractio'nofthe pawls. 'Switch HUD also'eng'ages contacts HUD2 v'to completeacircuit through contacts VN4 and switch for the coil of motor generator switch MG. Switch :MG voperates F`to c'ause the starting of the motor generator set. :It 'also engages contacts MGZ to complete a circuit for the 'coil of potential switch P. Thus as thetmotor -vgenerator set 'comes up yto speed and the'exciter lvoltage rises to a certain value, switch P operates toengage contacts P1. This completes a circuit through Acompartment door contacts TGC and BGC, contacts `ST1 and contacts SH3 for the coil of preparatory Yto run switchGO. SwitchGO operates, engaging contacts `G01 to establish Ia self holding circuit. It also engages 'contactsGO7 lto prepare the circuit for generato'r iield winding GMF through accelerating resistor GFAR. It also separates contacts G08 to disconnect retardation resistorjGFRR from 'the generator field winding. In addition,it engages contacts GOZ to complete a circuit for thefar'mature AMy and field winding AMF of the 'selector 'advancermoton The circuit through the armature, since switch UD is operated, is through contacts UD3 and 'UD6 so that the advancer motor acts to advance the advancer panel in the up direction and to close 'selector yswitches 1SCC to SSCC in sequence.

The closing of selector switch 1SCC completes a circuit through com'partment-door contacts TGC,-BGC and hoistway door contacts-DS for thecoil of field and brake switch Switch `H operates to separate contacts H1 but switch OU is maintained operated by way of contact UDI. !Switeh H also separates contacts H17, disconnectingtliegeneratorfield windingGMF from across the generator armature GA. At the same time, it engages contacts H15 to complete a circuit for the brake release c oil BR-'and-a circuit forthegenerator field winding GMF. The circuit for the generator field winding ist'hro'ughcontacts H15-'and GOL-resistor GFAR and Acontacts UD9 and UD12. The'energization of the brake release coil causes vthe release of the electromechanical brake 'and as the .generator tield winding GMF -is ene'rgized, the car is started. -Sine the circuit for the field winding is through contacts UD9 and'UD12,the-direction in Which'the car is started is up. As the compartments move away from the lobbies, 'switch-ML drops out'engaging. contacts ML2 `to maintain switch MG in operated condition.

The closing of selector switchiZSCC-completes `a circuit for the-coil of advanced brush-switch ADV. This -switch engages contacts ADVl l tocomplete through 'contacts UDZ aholding circuit -for switch UD. It also separates contacts ADV'I'` in `the circuit for the operating coil o f stopping --magnet SM, thisfmagnet acting however to retain thepawls in retracted position -by residual magnetism. It also'engagcs-contacts-ADVG andf'ADV13 to complete a circuit for 4the coils of topcompartment initial tim'e-switch TOT and bottom compartment initial time switch BOT respectively. These switches-operate to separate contacts BOTZ and TOT-1 breaking the circuit for SB. Switch SB releases, separating conthe Vcoilof switch tacts SBS, but switch GO ismaintained operated by its holding circuit.l

Switch H uponoperatio'n also engages vcontacts lH11 which with the closing 'o f selector switch 3SCC completes a circuit for the coil lof -iirst speed -switch ISP and in parallel therewith through contacts 1SP3 for capacitor CL Due to the delay imposed by the charging o'f capacitor C1, switch 1SP does not operate immediately. Upon operation Vit,` engages contacts 1SP6't`o'shortcircuit a por- `tion of resistor GFAR to effect an increase in generator 'eircitation and thus the speed o'f the hoisting motor. Switch ISP` also'separ'ates contacts 1'SP3 to disconnect capacitor-C1 from across the coil of the switch and engages contacts 1SP2 to effect the discharge of capacitor C1. It also engages contacts 1SP4 to complete through co'ntacts H11 and select or switch 4SCC a circuit for the coil of second speed switch ZSP and its parallel capacitor C2. Upon the charging of capacitor C2, switch 2SP operates to engage contacts 2SP4, short circuiting another step of resistor GFAR. This further increases the generator excitation and thus the speed of the hoisting motor. Switch 2SP also separates contacts ZSPZ to disconnect capacitor C2 from across the coil of the switch and engages contacts 2SP1 to discharge the capacitor. It also engages contacts 2SP3 to complete through contacts H11 and selector switch SSCC, `a circuit for the coil of third speed switch 3SP and its parallel capacitor C3. Upon the charging of capacitor C3, switch 3SP operates to engage contacts 3SP3, short circuiting the remaining step of resistor GFAR. This again increases the generator excitation to bring the hoisting mo'tor up to full speed. It also separates contacts 3SP2 to disconnect capacitor C3 from across the coil of the switch, and engages contacts 3SP1 to effect the discharge of the capacitor.

The call pickup brushes may engage a live contact representing a call, either during the advance of the advancer panel or with the panel in advanced position, depending upon the amount of the advance, in turn dependent upon the speed of the installation, and the distance away of the landing at which the call is registered. Under the example of operation chosen, upon the engagement of brush TLUAB with stationary contacts UH4, a circuit is completed for landing call co'ntrolled coil of advance coil switch ACS from the left-handside of resistor RLU4 by way of contacts OU11 and-HAZI and line B to the right-hand side of the resistor. Switch ACS operates but the operation is without effect under the assumed conditions. Upon the engagement of brush TUB with co'ntact UH4, a circuit is not completed for the coil of auxiliary top compartment landing call pickup switch XTHS as contacts BCO3 and G03 are separated. However, upon the engagement of brush BUB with contact UH4, a circuit is completed across resistor RLU4 through co'ntacts OU12, ADV12, BLS6, BCO4 and HZ3 and rectifier YXBHSZ for the coil of auxiliary bottom compartment landing call pickup switch XBHS. This switch operates to engage contacts XBHSI, completing a circuit for the coil of bottom compartment landing call pickup switch BHS. Switch BHS operates to engage contacts .BHS3, completing a self holding circuit through contacts H12 and ADVS. It also engages contacts BHSZ to complete a circuit for the coil of stop switch ST. It 'also' engages contacts BHSS which prepares the cancellation. circuit for the up fourth lioor call.

Switch ST operates to engage contacts ST2 to complete a circuit through contacts ADV8 for the reset coil o'f stopping magnet SM which acts lto neutralize the residual magnetism of the operating coil, releasing the pawls for engagement of the up pawl with the fourth oor stopping lug for bringing the car to a stop with the bottom compartment at the fourth iioor. Switch ST also separates contacts ST1 to break the circuit for the coil of switch GO which releases, separating contacts G02 to break the circuit for the advancer motor. It also engages co'ntacts G02 to maintain switch HUD operated. It also separates contacts G07 and engages contacts G08 to render accelerating resistor GFAR ineiective and retardation resistor GFRR effective for the slowdown operation. Switch GO also' engages contacts G09 which completes a circuit from the tapped point of the secondary winding of transformer TF through rectifier VTF by way of line AC1 through contacts XBHSZ, BHSS and ADV17, rectifier YXBHSI, contacts H23,v BCO4, BLS6, ADV12 and OU12, brush BUB and contact UH4 to the cathode of tube U4. Rectifer'YTF passes the positive halves of the alternating current cycle, raising the cathodepo'tential sufciently to pulse out the tube. Thus the call is automatically canceled as it is picked up. Switch XBHS releases .with the canceling of the call.

As the bottom compartment arrives within a certain distance of the fourth oor, selector switch SSCC is opened to break the circuit for the coil of switch SSP. This switch releases to separate contacts 3SP4, inserting aportion of resistor GFRR in circuit with generator iield winding GMF, reducing the generator excitation and thus the speed of the hoisting motor. As the bottom compartment arrives at a point closer to the fourth lio'or, selector switch 4SCC opens to break the circuit for the coil of switch ZSP. This switch releases to separate contacts 2SP5, inserting a further portion of resistor GFRR in circuit with the generator field winding and thus further reducing the speed of the hoisting motor. Similarly, as the bottom compartment arrives at a point still closer tothe fourth floor, selector switch 3SCC opens, breaking the circuit for the coil of switch 1SP. This switch releases to separate contacts 1SP7, inserting the remainder of resistor GFRR in the generator field winding circuit, further reducing the speed of the motor. Just before the bottom compartment reaches the landing, selector switch 2SCC opens to break the circuit for the coil of switch ADV. Immediately after selector switch ZSCC opens, selector switch 1SCC opens to break the circuit for the coil of switch H. Switch H releases to separate contacts H15, breaking the circuit for the generator field winding GMF and for the brake release coil BR, with the result that the generator excitation is discontinued and the brake is applied to bring the compartment to a stop at the landing. Also contacts H17 engage to' contact the generator tield winding across the generator armature with a polarity to oppose the generator residual flux.

The advancer motor being deenergized as a result of the separation of contacts G02 is returned to neutral position along with the opening of the selector switches. The circuit for the coil of switch HUD is maintained by way of switch HHC as brushes TUHB and BUHB move upwardly and are off the stationary contacts. Also this circuit is maintained by way of brush BUHB on contact UHH4 while the compartment is stopped at the fourth floor. This maintains the car set for up direction of travel.l

When switch BHS is operated upon picking up the up fourth oor call, its contacts BHSI engage to complete a circuit through contacts SB4 and VNZ and rectifier YBDTS for the coil of bottom compartment door time switch BDTS, causing this switch to operate. The resultant engagement of contacts BDTS3 completes a circuit through contacts MG6, BLS4 and OU9, selector brush BULB and contact ULC4 for the up hall lantern UHL4 for the fourth floor. This advises the intending passenger that a stop is to be made so that he may position himself in front of the door.

As'the bottom compartment arrives at a certain distance from the fourth floor in the stopping operation, door zone switch DZ1 closes so that, with the re-engagement of contacts 1SP1, a circuit is completed through contacts BDTSl for the coil of bottom compartment door open switch BDO. This switch operates to separate contacts BDO6 and BDO7 and engage contacts BDOS and BDOS.- This causes current to be supplied to the armature BDMA of the bottom compartment door operating motor in a direction to cause operation of the motor to open the bottom compartment door BCD and the fourth floor hoistway door HD. Thus the doors are moved to open position as the stop is made.

Upon the separation of contacts ADVS and H12 as the stop is made, the coil of switch BHS is disconnected from the supply lines. Switch BHS releases to separate contacts BHSl, disconnecting the coil of switch BDTS from the supply lines.` This switch does not release immediately, being delayed by the discharge of capacitor C13. Also, upon the separation of contacts'ADV and H13 and the separation of contacts ADV13 and H16 as the stop is made, the coils of switches TOT and BOT respectively are disconnected from the supply lines.

-erating motor tocause the closing of the doors.

advancer panel for upward car movement. vsultant closing of switch ISCC, the circuit for the coil of ,the landing call circuits.

These switches do not release immediately, being delayed in the caseV of switch BOT by the discharge of capactor C7, and-V also of capacitor C8 connected across the coil by vcontacts BHSS, to provide a greater delay since a landing call stop is involved and being delayed in the case of switch yTOT by the discharge of capacitor C5, switch TOT not having thegreater delay because contacts THS4 are not engaged and thus capacitor C6 is not effective. Switch SB is maintained in released condition until switches TOT and BOT release to engage contacts TOTl and BOTZ. K

-, Assume that the intending passenger enters the bottom compartment and, wishing to be carried say to the fifth licor-registers a car call on tube BCS. selector contact BCPS alive and causes operation of high- .est car call switch HCC. This switch is operated by the potential drop across load resistor RLBCS for tube BCS, the circuit for its coil being from the right-hand side This renders of the resistor through rectifier -YBC5, hook switches HCS-6, HC6-7 and HC7, the coil, to the left-hand side ofthe resistor. -Switch HCC operates to separate contacts HCCl in the circuit for the coil of up to down reversal switch UFR.

Upon the release of switches-TOT and BOT at the `expiration of their time intervals, contacts TOT1 and BOTZ engage to complete through vcontacts VNS and ML4 a circuit forthe coil ofswitch SB. Switch SB operates as previously described to effectfreaction of the pawls.

With the separation of contacts BDTS1 upon the reswitch BDTS releases to separate contacts BDTS3, the

`circuit for lantern is maintained through bottom com- 4completed for the coil of switch BDO to cause reopening of the doors. Inthat event the doors again close as the condition is overcome.

As the doors reach closed position, bottom compartment door contacts BGC and contacts DS for the fourth floor hoistway door close. The closing of contacts `BGC completes a circuit through contacts ST1 and SBS for the coil of switch GO. This switch operates to engage contacts G02 to complete a circuit for the advancer motor field winding and through contacts UD3 and UD6 for the advancer motor armature to advance again the Upon the rerswitch H is again completed. Switch H operates to start the carin the up direction as above described. Upon the closing of switch 2SCC, switch ADV operates to separate contacts ADVS which with the prior separation of contacts G OZ breaks the circuit forthe coil of switch HUD. However, the resultant engagement of contacts HUD1 does not complete the circuit for the coil of switch UFR which is open at contacts vHCCI.

rUpon the engagementof brush BCUAB with contact BCPS, a circuit is completed by way of contacts OU13 n and CAZ1 for the car call controlled coil of switch ACS,

similar to thevcircuit traced for the coil of this switch in Again, the operation of switch ACS is without effect under the assumed condition.

`HCC releases, reengaging contacts HCCl to complete through contacts VDl, HUD1 and UD7 a circuitfor the coil of switch UFR. Switch UFR operates toengage After f gaat Y. 14 contacts UFRS tov complete a circuit `for the coil of switch ST. Switch ST operatesras previously described to Acause the car to be slowed down and brought to a stop with the bottom compartment at the fifth floor. Switch UFR also separates contacts UFRl to break the circuit for the coil of switch OU. Switch OU releases to cause the engagement of contacts CU2, completing a circuit for the coil of switch OD. Switch OD operates to engage contacts OD4, preparing a circuit for brush BDLB, contacts OU9 separating to render brush BULB ineffective.

Upon the engagement of brush BCB with contact BCPS, a circuit is completed for the coil of bottom compartment car call pickup switch BCS from the right-hand side of resistor RLBCS through the contact and brush, contacts CZ3, the coil, and line B to the left-hand side of the resistor. Switch BCS operates to engage contacts BCS3 in a circuit for pulsing out tube BCS. This operation 'is not effected at this time, however, as contacts ADV15 are separated. Switch BCS also engages contacts BCS1 to complete a circuit for the coil of switch BDTS which operates to engage contact BDTS3, completing a circuit through contacts MG6, BLS4 and CD4, brush BDLB and contact DLCS for the down hall lantern DHLS for the fifth floor. It also engages contacts BDTS1 so that,

las contacts 1SP1 engage and switch DZ1 closes as the `bottom compartment arrives `in the door zone for the tion to break the circuit for the coil of switch ADV, the

release of switch ADV to re-engage contacts ADV15 completes a circuit through contacts BCSZ for pulsing out tube BCS in the manner previously described. T hus, in the case of a carrcall stop, the call is not automatically `canceled until the stopping operation is near completion.

When the call is canceled, switch BCS releases.

Upon the release of switch BCS,'it separates contacts BCS1 to disconnect to coil of switch BDTS from the supply lines, switch BDTS releasing after a time delay as above set forth to initiate the closing of the doors for the bottom compartment. When the stop is made, the release of switches H and ADV to separate contacts H3 and ADV1 breaks the circuit for the coil of switch UD which releases to set the car for downward travel. Also, upon the release 'of switchesADVv and H, the coils of switches TOT and BOTare disconnected from the supply lines as previously described. Under the present assumed conditions, these` switches are not delayed long in releasing as contacts THS4 andBHSS are separated because no landing call stop is involved. Thus current is supplied to their coils only by thedischarge of condensers C5 and C7 respectively. Upon release, these switches re-engage contacts `BOTZ Vand TOTl to reestablish through contacts VNS and ML4 the circuit for the coil of switch SB. SB operates as above described to effect release of the pawls.

As the doors reach closed position, the engagement of door contacts BGC and DS completes a circuit for the coil of switch GO. Thus upon the engagement of contacts G02 upon the operation of switch GO, a circuit is completed for the armature AM of the advancer motor through contacts UD4 and UDS, causing the advance of the advancer panel in the down direction. Also, upon the operation of switch H in response to the closing of switch lSCC as the advance takes place, a circuit is completed through contacts UD10 and UD11 for generator'eld winding GMF for reverse excitation.

Thus the car in starting now travels inthe down direction. n

Assuming no further calls are registered, the car continues to the lower terminal where the compartments are brought to a stop at the lobbies (i.e., bottom compartment at the frst floor and top compartment as the second oor) The stop is initiated by the engagement of brush TSB on the advancer panel with lower terminal contact TC1. This completes a circuit through contacts ACSI and ADV 4 for the coil of switch ST, this switch operating to release the selector pawls as above described. Thus the down pawl engages the first fioor stopping lug to cause the car to be slowed down and brought to a stop with the bottom compartment at the iirst oor. Inasmuch as no call is picked up, neither switch BDTS nor switch T DTS is operated so that no hall lantern is lighted and no doors are opened incident to the stopping operation. However, as a result of the engagement of brush RB with contact MLCI, upon the re-engagement of contacts H1 incident to the stopping operation, switch OU is operated and switch OD is released by the separation of contacts OUZ. Switch UD is operated by the engagement of contacts OU1. Thus the car becomes set for upward travel. Also switch SB is not operated upon the re-engagement of contacts BOT2 and TOT1 as contacts ML4 are separated with thebottom compartment at the first floor. In addition, the separation of contacts ML2 breaks the circuit for the coil of switch MG which is delayed in releasing by the discharge of capacitor C15. If no further call is registered within a certain time interval, switch MG releases to shut down the motor generator set.

Assume that an intending passenger at the fourth tloor registers a down call on tube D4 before the motor generator set shuts down. This causes operation of switch HUD, its coil being connected across load resistor RLD4 by way of stack circuit DRSC from junction point ID4, contact DHHZ, brush TDHB and contacts TCOZ. Switch HUD operates, engaging contacts HUDZ to re-establish the circuit for the coil of switch MG. It also engages contacts HUD3 which, if the time intervals of switches BOT` and TOT have expired, completes a circuit by way of contacts BOT2, TOT1 and VNS for the coil of switch SB. Switch SB causes operation of switch GO which in turn causes the advance of the advancer panel in the up direction. With the resultant closing of selector switch 1SCC, switch H is operated to cause the starting of the rcar which is thereafter brought up to full speed as previously described.

Upon the engagement of brush TDHB with stationary contact DHH4, the circuit for the coil of switch HUD is broken. This is because contact DHH4 is above junction point I D4 in the stack circuit, because the circuit via contact DHHS and brush BDHB is open at contacts TC03, because switch HHC is open, and because contacts G02' and ADV8 are separated. Switch HUD releases to engage contacts HUDl, completing a circuit for the coil of switch UFR which in turn causes operation of switch ST. Switch ST operates as previously described to cause the car to be slowed down and brought to a stop. Inasmuch as under the assumed conditions switch HUD is released in response to the engagement of a top compartment brush with a fourth floor contact, the car is brought to a stop with the top compartment at the fourth floor landing.

Switch UFR, upon operation, also separates contacts UFRI to break the circuit for the coil of switch OU. Switch OU releases, engaging contacts OUZ to cause operation of switch OD. Switch OD engages contacts ODG to connect through contacts ADV11, TLS9, TCOS and HZZ the coil of switch XTHS across resistor RLD4. Switch XTHS engages contacts XTHSl to cause operation of switch THS. Switch THS engages contacts THS3 to establish 4a self holding circuit. It also engages contacts THSS which, along with the engagement of contacts G09, completes a circuit through contacts XTHSZ and ADV16 to pulse out tube D4 and thus effect the automatic cancellation of the down landing call for the fourth floor, as previously described for canceling the up landing call at the fourth oor. Switch THS also engages eonatcts THS1 to complete through contacts,y S131` and VNI a cir cuit for the coil of switch TDTS. As a result, contacts TDTS3 engage to complete, through contacts MGS, TLSS, ODS and ALRI and brush TDLB and contact DLC4, a circuit for the fourth oor down hall lantern DHL4. Also contacts TDTS4 engage so that with the re-engagement of contacts 1SP5 in the slowdown operation and the arrival of the car in the door zone, the closing of door zone switch DZZ completes a circuit for the coil of switch TDO. Switch TDO operates to separate contacts TDO4 and TDOS and engage contacts TDO3 and T D06, causing energization of the top compartment door motor armature TDMA. This motor operates to open the doors as the stop is made. Switch THS releases upon the separation of contacts ADVS and H12 as the stop is made, separating contacts THSl to break the circuit for the coil of switch TDTS. Also the coils of switches TOT and BOT are disconnected from the supply lines by the separation of contacts ADV6, H13, ADV13 and H16.

Assume that the intending passenger enters the top compartment and, wishing to be carried to the lobby, registers a car call for the second floor on tube TG2. Upon the expiration of the time delay due to discharge of capacitor C11, switch TDTS releases to initiate closing of the doors. Also upon the expiration of their time delays, switches TOT and BOT release to re-engage contacts BOT2 and TOT1 respectively, causing reoperation of switch SB. Switch SB, upon operation, causes release of the pawls, advance of the advancer panel and the starting of the car as the doors reach closed position as above described. As switch UD is released as a result of the separation of contacts ADVI and H3 in the stopping operation, the advancer panel is advanced and the car is started in the down direction.

Upon the engagement of brush TCB with stationary contact TCPZ, a circuit is completed through contacts CZZ for the coil of switch TCS. Switch TCS operates to engage contacts TCS2, completing a circuit for the coil of switch ST. Switch ST operates as above described to cause the car to be slowed down and brought to a stop with the top compartment at its lobby. Upon the engagement of contacts ADV14 incident to the stopping operation, a circuit is completed by way of contacts TCS3 for pulsing out tube TCZ. Switch TCS also engages contacts TCSI to complete a circuit through contacts SB1 and H2 for the coil of switch TDTS. Switch TDTS operates to engage contacts TDTS4 to cause operation of switch TDO to effect the opening of the doors as the car comes to a stop. Switch TDO also engages contacts TDO7 to complete a self holding circuit through contacts SB7, MG7 and ML6, the last mentioned contacts now being in engagement because the car is at the lower terminal. Also, upon the re-engagement of contacts H1 as the car comes to `a stop, switch OU is oper ated to set the car for upward travel as above described. Also, it engages contacts OU8 to complete a circuit through contacts MGS, TLSS and TDTSS, brush TULB and contact ULCZ, and contacts VN7 for the up hall lantern UHLZ for the second iloor. If on further calls are registered, the car parks at the lobbies and, upon expiration of its time interval, switch MG releases to shut down the motor generator set. The resultant separation of contacts MGS extinguishes the hall lantern. Also the separation of contacts MG7 breaks the holding circuit for the coil of switch TDO which releases to cause closing of the doors, it being assumed to aid in the simplification of circuits that there is sufficient energy in the motor generator set during shutdown to eiect this operation.

Assume now that an intending passenger, say at the rst floor, wishes to be carried in the up direction. He touches the button connected to tube U1, causing con duction of the tube to take place. This completes a circuit by way of contact UHl, brush BUB and contacts OU12 and GOS, for the coil of switch XBHS. This switch operates to cause operation of switch BHS, which in tum causes operation of switch BDTS. Switch BDTS engages contacts BDTSZ to complete a circuit for the 17 coil of switch MGV and also engages contacts BDTSI to cause operation of switch BDO. Switch MG causes starting of the motor generator set and engages contacts MG6 to complete, through contacts BLS4, BDTS3 and OU9, brush BULB and contact ULCl and contacts VN9, a circuit for the up hall lantern UHLl at the first floor. Switch BDO engages contacts BD09 bypassing contacts ADV17 to cause the pulsing out of tube U1. Thus switches XBHS and BHS release. Switch BDTS is maintained operated by the discharge of capacitor C13 after the separation of contacts BHSI. Switch BDO also engages contacts BD01 to `complete through contacts SBZ, MGl and ML1 a self holding circuit. Switch BDO also separates contacts BDO6 and BDO7 and engages contacts BDOS and BD08. Thus upon the-operation of switch P to engage contacts P1 as the motor generator set comes up to speed, a circuit is completed for the bottom compartment door operating motor to open the doors. Had the button for tube U2 for the second floor been touched instead of button U1, switch TDTS is operated, engaging contacts TDTSZ to cause the starting of the motor generator set and also engaging contacts TDTS4 to cause operation of switch TDO to effect the opening of the doors for the top compartment. Switch TDO also engages contacts TDO8 to effect the pulsing out of tube U2. Contacts G03, G04, G05 and G06 act to prevent the picking up of the call when a button is touched as the car is leaving the floor.

Assume that the intending passenger enters the bottom compartment and registers a sixth floor car call on tube BC6. This causes operation of switch HCC which engages contacts HCCZ to bypass contacts BDTSZ in the circuit for the coil of switch MG. It also engages contacts HCC3 to complete a circuit for the coil of switch SB. Switch SB operates, separating contacts SBZ to break the holding circuit for the coil of switch BDO. Thus, u pon the expiration of the time interval of switch BDTS, the separation of contacts BDTSl breaks the circuit for the coil of switch BDO which releases to cause reclosing of the doors. As the doors reach closed position, the closing of `door contacts BGC completes through contacts SB3 a circuit for the coil of switch GO. Switch GO acts to cause advance of the advancer panel and, with the operation of switch H, lthe car is started in the up direction. Upon the engagement of cam CHC with hook switch HC6-7, circuits are set up as above described to cause the car to be brought to a stop with the bottom compartment at the sixth floor.

As a resum of the operation so far described, during the upward travel of the car, stops are made in response to up landing calls by the Abottom compartment. These stops are made in the order in which the floors are reached, being initiated in each case by the engagement of brush BUB with the stationary contacts for the floors for which the up calls are registered. Also stops are made in response to car calls for the bottom compartment, being initiated by the engagement of brush BCB with its stationary contacts for the floors for which bottom compartment car calls 'are registered. The operation of switch ST under such conditions is effected by the engagement of contacts BCS2. In case car calls are registered in the top compartment, say by entering passengers at the upper lobby, stops are made in response to such'calls, being initiated by the engagement of brush TCB with its stationary contacts for the floors for which top compartment car calls are registered. In case the highest landing call is a down call, it is answered by the top compartment as previously described for a fourth floor down call and that car is set for downward travel as the stop is made. In case the highest call is a car call, again the car is set for downward travel as the stop is made. This has been previously described with reference to a bottom compartment fifth floor car call. The same result is had in case the highest car call is a top compartment call.

Duringdownward travel of the car, down landing calls are answered by the top compartment. These stops are made in the order in which the floors are reached, being initiated in each case by the engagement of brush TDB with the stationary contacts for the floors for which down calls are registered and the call pickup circuit for the coil of switch XTHS extending through contacts 0D6 and ADV9. The operation of switch ST under such conditions is effected by the engagement of contacts THS2. Also the top compartment stops for its car calls during the downward trip, the calls being picked up -by the engagement of brush TCB` with contacts TCP for the floors for which such calls are registered. It is possible for the bottom compartment to have registered car calls on the downward trip as will be seen as the description proceeds. Under such conditions the bottom compartment is stopped at the floors for which such calls are registered, the calls being picked up by the engagement of brush BCB with contacts BCP for the floors for which such calls are registered.

When the bottom compartment picks up an up landing call or bottom compartment car call on its upward trip, under conditions where an up landing call is in registration for the floor next above, the top compartment responds to such call above. Similarly, when the top compartment picks up a down landing call or top compartment car call on its downward trip under conditions where a down landing call is in registration for the floor next below, the bottom compartment responds to .such call below. Inasmuch as this condition is more likely to arise during daytime, an explanation of this operation will be deferred until such daytime operation is being discussed.

Before discussing daytime operation of the system, it is to be noted that it may be considered desirable, especially under night service conditions, to have one compartment provide all the service. To have the bottom compartment provide this service, lknife switch KS3 is moved into its lower position, completing a circuit through contacts VN6 for the coil of top compartment out of service switch TCO. This switch operates to take the top compartment out of service. In so doing it separates contacts TCOS to prevent the top compartment picking up landing calls, separates contacts TCOZ and engages contacts TC03 to render top compartment brush TDHB ineffective and bottom compartment brush BDHB effective in the down landing call above circuit DRSC, engages contacts TC01 to render the up'landing call for the second floor effective in the up ylanding call abovecircuit URSC, and engages contacts TC04 to render the bottom compartment subject to all landing calls. Also, knife switch K57 is closed to render the bottom compartment top floor car call registering tube BC7 effective to register calls. To have the top compartment provide `all the service, knife switch KS3 is moved into its upper position, completing a circuit through contacts VNS for the coil of bottom compartment out of service switch BCO. This switch operates to take the bottom ycompartment out of service. In so doing it separates contacts BC04 to prevent the bottom compartment picking up landing calls, separates contacts BCOZ and engages contacts BCO1 to render bottom compartment brush BUHB ineffective and top compartment brush TUHB effective in the up landing call above circuit URSC, and engages contacts BC03 to render the top `compartment subject to all landing calls. Also, knife switch KSS is closed to render the -top compartment lower lobby car call registering tube TCl effective to register calls and preferably also knife switch K49 is closed to enable, when the top compartment is parked at the upper lobby, the top compartment doors to be opened in response to the registering of the down landing call for that floor, as will be seen from later description.

One of the primary purposes of double compartment ,elevators is to handle heavytraic. This condition is most prevalent during daytime operation, traic under night service conditions being relatively light. However, it is believed that the above described operations under night service conditions will be of considerable assistance in an understanding of the operation under heavier traic conditions. Systems have been proposed for automatically switching over in response to service demand from night service operation to daytime operation during which the ears are timed dispatched from one or both terminals. Such arrangement has not been here shown but for convenience it will be assumed that such change is made by causing the release of switch VN, either in response to service demand or manually.

When switch VN releases, it separates contacts VN4 and engages contacts VNS to render the coil of switch MG subject to contacts WB1 of the switch for selecting the car for dispatching from the lobbies. Thus, say the change is etected manually, upon operation of switch WB, switch MG is operated to become self holding at contacts MGS and to start the motor generator set. If the change is effected automatically, contacts MGS maintain switch MG in operated condition. Also switch VN separates contacts VNS to render the circuit for the coil of switch SB subject at the terminals to contacts DISl of dispatch switch DIS. Also it separates contacts VN7 and VN9 to render lighting of the hall lanterns at the lobbies subject to selection of the car for dispatching.

It will be assumed that the switchover is etected automatically, that the compartments are at the lobbies and that the motor generator set is in operation at the time. Under such conditions, the doors for the compartments may be open or closed, depending for each compartment upon whether a passenger transfer was involved. If a compartments doors `are open at this time, they are maintained open by the holding circuit for the coil of the door open switch for that compartment. In case of the bottom compartment for example, the holding circuit for the coil of switch BDO when the compartments are stopped at the lobbies is through contacts SB2, MGI, ML1, BDOl and 1SP1 and switch DZl.

Upon selection of the car for dispatching, switch WB is operated, engaging contacts WB2 and WBS, which cause the lighting of up hall lanterns UHL2 and UHLI for the top and bottom compartments, respectively, if in each case the doors for that compartment are open. Upon expiration of the up dispatch time interval, the dispatching operation is initiated and, incident to the dispatching, switch WBX is operated to engage contacts WBXl, completing a circuit for the coil of dispatch switch DIS. Switch DIS operates to engage contacts DISl, ycompleting a `circuit for the coil of switch SB. Switch SB operates to separate contacts SBZ and SB7. This breaks the holding circuit for the coil of the door open switch for each compartment whose doors are open, initiating their closing. Switch SB also engages contacts SBS to effect the starting of the car in the up direction as the doors reach yclosed positions as previously described. It is to be understood that under certain tratiic conditions, the cars may be time dispatched on their downward trips. This is illustrated as effected by completing the circuit for the coil of switch DlS by contacts WTSI of top terminal starting switch WTS, operated incident to a down dispatch operation initiated by the expiration of the down dispatch time interval. At the top oors the holding circuits for the coils of the door open switches are through contacts THLl and THLZ, bypassing contacts ML1 and ML6 respectively.

On a trip to-the top terminal, stopping of the car is assured as Ia result of the engagement of brush TSB with stationary contact TC6, which completes a circuit through contacts ACS1 and ADV4 for the coil of switch ST. Also the setting of the car for downward travel at the top terminal is assured as a result of the engagementor 'brush UTRB with stationary contact UTRC6, which as the car comesto a stop completesv a circuit through contacts H10, HCCl, HUD1 and UD7 for the coil of switch UFR, contacts VD1 being separated when the car is subject to down timed dispatching. Switch UFR operates to separate contacts UFRl which causes the car to be set for downward travel as previously explained.

Under up peak conditions, the car may reverse at its highest call as described under night service conditions, contacts VDI of the down traiiic switch being in engage ment under up peak conditions. Contacts VTI and VTZ enable circuits to be completed for the down hall lanterns DHL7 and DHL6 at the top floor and the next to the top oor when the system is operating under night service conditions as switch VT is not operated under such conditions. Contacts VT1 in conjunction with contacts WT1 and contacts VT2 in conjunction with contacts WTZ enable circuits to be completed for down hall lanterns DHL and DHL7 when the system is operating under up peak conditions. Also the car may be reversed under conditions where it is subject to timed dispatching on its downward trip when it is late in arriving at the upper terminal, provided it has reached its highest call. Upon the engagement of contacts WTXI, incident to thc down dispatching operation, a circuit is completed for the coil of down dispatchswitch DDS. This switch operat'es to engage contacts DDS1 which, if the car has reached its highest call so that contacts HCCI and HUD1 are engaged, completes a circuit for the coil vof switch UFR to eect the reversal operation, contacts VDI being separated when the car is subject to down timed dispatching as pointed out above.

As under night service conditions, on an upward trip the bottom compartment responds to up landing calls. The circuit for the coil of switch BDTS when such stops are made is by way of contacts ADVS, bypassing contacts VNZ. Also, on a downward trip, the top compartment responds to down landing calls. The circuit for the coil of switch TDTS when such stops are made is by way of contacts ADVZ, bypassing contacts VNI. Both compartments also stop in response to their car calls Aon both the upward trip and the downward trip. The top compartment responds to a down call on the upward trip if such call is the highest call under up peak trac conditions or late car conditions during down dispatching. When a call is picked up, thc hall lantern is lighted for the floor for which the call is registered and for the direction in which the carl will leavc that oor. Also the doors for the compartment which stops at that floor are opened las the stop is made.

When a stop is initiated in response to the bottom compartment picking up a call for an intermediate iioor on its upward trip, the conditions may be such that an up landing call is in registration for the oor next above thc one at which the stop is being made. Under such conditions, as soon as switch ST is operated incident to initiyating the stopping operation, the separation of its contacts ST1 breaks the circuit for the coil of switch GO. Switch GO releases to engage contacts G03. Thus a circuit is completed which connects the coil of switch XTHS across load resistor RL vfor the tube registering such floor next above up landing call, say resistor RLU4. Thus switch XTHS is operated to cause operation of switch THS which in turn becomes self held and engages contacts THSS to causo the pulsing out of the call. Also, it engages contacts THSI to cause operation of switch TDTS which engages contacts TDTS3 to cause the lighting of the up hall lantern for such next above iioor. It also engages contacts TDTS4 so that, as the car arrives at the floors, a circuit is completed for the coil or"- switch TDO to cause the opening of the top compartment doors. Thus the intending passenger may enter the top compartment 4and register a car call for his destination. Upon expiration of the time delays of switches 21 BDTS and TDTS, the doors of both compartments close and, with the expiration of the time delays of switches BOT and TOT, the car is restarted inthe up direction.

Similar operation is had for down car travel. When a stop is initiated in response to the top compartment picking up a call for an intermediate floor under conditions where a down landing call is in registration for the oor next below, the operation of switch ST breaks the circuit for the coil of switch GO. This switch releases to engage contacts G06, thus completing a circuit connecting the coil of switch XBHS across load resistor RL for the tube registering such iloor next below down landing call. Thus switch XBHS is operated to cause operation of switch BHS which in turn becomes self held and engages contacts BHSS to cause pulsing out of the call. Also, it engages contacts BHSl to cause operation of switch BDTS which engages contacts BDTS3 to cause the lighting of the down hall lantern for such next below oor. It also engages contacts BDTSI so that, as the car arrives at the lloors, a circuit is completed for the coil or" switch BDO to cause the opening of the bottom compartment doors. Thus the intending passenger may enter the bottom compartment and register his car call. Upon the expiration of the passenger transfer time delays, the doors of both compartments close and 4the car is restarted in the down direction.

The condition may arise where for upward travel a top compartment car call is registered for the same iloor for which an up landing call is registered. Under such condiitons, upon the engagement of brush TCB with its stationary contact for such oor, switch TCS is operated, in turn to cause operation of switch ST and thus the release of switch GO. Switch GO engages contacts G03, causing the operation of switch XTT-IS and thus the answering of both calls by the top compartment. Similarly, where for downward travel a bottom compartment car call is registered for the same fioor for which a down landing call is registered, upon the engagement of brush BDB with the stationary contact for such floor, switch BCS is operated. As a result, switch ST is operated and switch GO is released to engage contacts GOS, causing the operation of switch XBHS and thus the answering of both calls by the bottom compartment.

Switch DIS is maintained operated between terminals by contacts WTSl. Thus contacts DISl are in engagement so that at stops at intermediate oors, switch SB is operated to initiate the restarting of the car upon expiration of the time intervals of switches TOT and BOT. If on a stop at a terminal a passenger transfer is not involved for either or both compartments, the doors of that com# partment remain closed and the hall lantern for that compartment is not lighted. However, if an intending passenger at a lobby or at an upper terminal oor touches the landing call registering button at that oor, the doors for the compartment at that floor are opened and, provided the car is selected for dispatching, the hall lantern at that oor for the direction in which the car will leave is lighted. This has already been explained under night service operation for the lobbies. As to the upper terminal oors, selection of the cars for down dispatching involves the operation of switches WT. Thus if contacts WTl and WT2 are engaged, the opening of the doors for either or both compartments to effect closure of door close limit switch TDCL3, BDCLy for that compartment causes the lighting of the down hall lantern for the floor or ioors involved. Once the doors are opened at the lobbies or upper terminal floors, they are maintained open by switch SB until the dispatching operation takes place.

Should the bottom compartment take on enough passengers to operate its load weighing `switch BLW, a circuit is completed through contacts H5 for the coil of bottom compartment load switch BLS. This switch operates to engage contacts BLS3 preparing a self holding circuit which is completed by contacts H7 upon starting of the car. It also separates contacts BLS6, to prevent the picking up of landing calls by the bottom compartment, and separates contacts BLS4 to prevent the lighting of hall lanterns at floors at which the bottom compartment stops. Switch BLS is released when a stop is made in response to a bottom compartment car call under conditions where there is suicient passenger discharge to permit the opening of switch BLW. A similar load operation is had when top compartment load switch TLW is operated to complete a circuit through contacts H8 for the coil of switch TLS. This switch engages contacts TLSZ in a self holding circuit, completed by the engagement of contacts H9 incident to the starting of the car. It also separates contacts TLS9 to prevent picking up of landing calls and contacts TLSS to prevent lighting of hall lanterns at floors at which the top compartment stops. Switch TLS is released when room is again provided in the compartment to receive passengers when a top compartment car call stop is made.

Instead of the bottom compartment picking up up landing calls to initiate stopping operations on up trips and the top compartment picking up down landing calls to initiate stopping operations on down trips, as above described, the system may be arranged so that the top compartment picks up each up landing call to initiate stopping operations on up trips, except that the bottom compartment answers the call under conditions where a bot tom compartment car call is in registration for the same floor, or an up landing call or top compartment car call is in registration for the lloor next above or the call is registered too late to be picked up by the top compartment but not too late to be picked up by the bottom compartment. Also the bottom compartment picks up each down landing call to initiate stopping operations on down trips, except that the top compartment answers the call under conditions where a top compartment car call is in registration for the same oor, or a down landing call or bottom compartment car call is in registration for the oor next below, or the call is registered too late to be picked up by the bottom compartment but not too late to be picked up by the top compartment. This is effected by closing knife switches K51 and K56.

Assume that with switches K51 and K56 closed, an up landing call is registered, for example, for the fourth iloor. With the car set for upward travel, upon the engagement of brush TUB with contact UH4, a circuit is completed by way of contacts OU10, ADV9 and ACSZ, switch K51, and contacts TLS9, TCOS and HZZ for the coil of switch XTHS, picking up the call and thus causing the car to be slowed down and brought to a stop with the top compartment at the fourth oor. Also the up fourth floor hall lantern UHL4 is lighted as the call is picked up and the doors are opened as the stop is made, as previously described, the circuit for the hall lantern being through contacts TDTS3 and brush TULB and the circuit for the coil of switch T DO being through contacts TDTS4. Also, the call is automatically canceled as a result of the operation of switch THS so that this call is not answered again by the bottom compartment after the car is restarted in the up direction. In case the highest call is a down landing call, this call is answered by the top compartment in the manner previously described.

Assume now that the car is set for downward travel and that a down call is registered, say for the fourth floor. Upon the engagement of brush BDB with contact DH4, a circuit is completed by way of contacts ODS, ADV10 and ACS3, switch K56 and contacts BLS6, BCO4 and HZS for the coil of switch XBHS. This picks up the call and thus causes the car to be slowed down and brought to a stop with the bottom compartment at the fourth oor. Also the down fourth oor hall lantern DHL4 is lighted as the call is picked up and the doors are opened as the stop is made, as previously described, the circuit for the hall lantern being through contacts BDTS3 and the circuit for the coil of switch BDO being 23 -through'contacts BDTSI. Also, the call is'reset as a result of the operation of switch BHS so that this call is notanswered again by the top compartment.

During travel of the car in each direction, stops are made in response to car calls for each compartment, as has previously been explained.

Assume now a condition where for up car travel there is an up landing call at the fourth floor and an up landing call at the fifth floor. Upon the engagement of advance brush TLUAB with contact UH4, a circuit is completed for the landing call controlled coil of switch ACS, as previously pointed out. Switch ACS operates to separate contacts ACSZ, but this is without effect. However, upon the engagement of brush TLUAB with contact UHS, the resultant separation of contacts ACSZ prevents the establishment of acircuit for the coil of switch XTHS uponthe engagement of brush TUB with contact UH4. Thus the top compartment does not pick up the up fourth floor call under these conditions and a stop is not made by the top compartment at the fourth iioor. Upon the engagement of brush TLUAB with contact UH6, switch ACS is not operated as there is no up landing call registered for the sixth oor. Thus upon the engagement of brush TUB with contacts UHS a circuit is completed by way of contacts GU10, ADV9 and ACSZ and knife switch K51 for the coil of switch XTHS. At the same time a circuit is completed by the engagement of brush BUB with contact UH4 through contacts OU12 and ADV12 for the coil of switch XBHS. Switches XTHS and XBHS operate to cause the lighting of the up hall lanterns at the fifth and fourth floors, the automatic cancellation of the up landing calls for these floors, the slowing down of the car and bringing it to a stop with the top compartment at the fifth floor and bottom compartment at the fourth floor and the opening of the doors for both compartments as the car is brought to a stop. A `similar operation is had in the event that a car call in the top compartment is in registration for the floor next above the one for which an up landing call is in registration. For convenience, assume again that an up landing call is in registration for the fourth floor and that a top compartment car call is in registration for the fifth floor. Upon the engagement of brush TCUAB with contact TCPS, a circuit is completed through contacts OU13 and CAZI for the car call controlled coil of switch ACS. This switch operates to separate contacts ACSZ as before, preventing the top compartment picking up the up fourth floor landing call upon the engagement of brush TUB with contact UH4. Thus a call is not picked up to initiate the stopping of the car until brush TCB engages contact TCPS and brush BUB engages contacts UH4. When this takes place, the circuits are completed for the coils of switches TCS and XBHS to cause the lighting of the hall lanterns for these floors, the automatic cancellation of the up fourth iioor call, the slowing down and stopping of the car with the compartments at the fifth and fourth floors, the opening of the compartment doors as the car comes to a stop, and the automatic cancellation of the fifth floor top compartment car call.

A similar operation is had in the event that the bottom compartment has a car call for the floor for which the up landing call is registered. Assume again that an up land ing call is in registration for the fourth door and that in this case a bottom compartment car call is also in registration for the fourth iioor. Upon the engagement of brush BCUAB with contact BCPd, a circuit is completed for the car call controlled coil of switch ACS which again separates contacts ACSZ, preventing completion of a circuit for the coil of switch XTHS upon the engagement of brush TUB with contact UHi. However, upon engagement of brush BUB with contact UH4 and brush BCB with contact BCP4, circuits are completed to cause the operation of switches XBHS and BCS to cause the lighting of the up hall lantern at the fourth floor, the automatic cancella- 24 tion of the up fourth floor call, the slowing down of the car to bring it to `a stop with the bottom compartment at the fourth floor, the opening of the bottom compartment doors and the automatic cancellation of the fourth iioor bottom compartment car call.

Assume now a condition where an up landing call is in registration for each of three successive floors; for example, lioors 4, 5 and 6. Under such conditions, the engagement of brush TLUAB with contact UHS causes operation of switch ACS to prevent the picking up of the up fourth floor landing call by the engagement of brush TUB with contact UH4. Also, the engagement of brush TLUAB with contact UH6 again causes operation of switch ACS to prevent the picking up of the up fifth floor landing call upon the engagement of brush TUB with contact UHS. However, at the same time that brush TUB engages contact UHS, brush BUB engages contact UH4. Thus a circuit is completed by way of contacts OU12 and ADV12 for the coil of switch XBHS, picking up the up fourth floor call to initiate the slowing down of the car to bring the bottom compartment to rest at the fourth iioor. Upon the release of switch G() incident to this operation, the engagement of contacts G03 completes a circuit through contact UHS and brush TUB for the coil of switch XTHS so that both the fourth and fifth floor calls are automatically canceled, the up hall lantern at the fifth floor as well as that at the fourth floor is lighted incident to the stopping operation and the doors for both compartments are opened as the car is brought to a stop. Upon the expiration of the passenger transfer interval, thc car is restarted in the up direction and then brought to a stop with the top compartment at the sixth floor, the call being picked up upon the engagement of brush TUB with contact UH6. The up sixth floor hall lantern is lighted, the call is canceled and the top compartment doors are opened incident to the stopping operation.

Assume now a condition where up landing calls are in registration for four successive landings. Under such conditions two stops are made, the first being initiated in response to the engagement of brush BUB with contact UH for the lowest of such calls and the next in response to the engagement of brush BUB with contact UH for the next to the highest of such calls. In each case, the up hall lanterns are lighted for the oors at which the stops are being made, the up landing calls for such lioors are canceled and the doors for both compartments are opened as the car comes to a stop.

Where the up landing call is registered too late to be picked up by the top compartment but in time to be picked up by the bottom compartment, upon the engage-- ment of brush BUB with contact UH for the oor for which such late call is registered, a circuit is completed for the coil of switch XBHS. This picks up the call to initiate slowing down of the car to bring the bottom compartment to a stop at the oor for which such call is registered.

Similar operation is had for down car travel. Assume a condition where there is a down landing call at the fourth floor and a down landing call at the third oor. Upon the engagement of advance brush BLDAB with contact DHS, a circuit is completed by way of cont-acts OD7 for the landing call controlled coil of switch ACS, the circuit for the coil of switch HAZ for downward travel being through contacts OD9. Switch ACS operates to separate contacts ACS3, preventing the operation of switch XBHS upon the engagement of brush BDB with contact DH4. Thus the bottom compartment does not pick up the down fourth floor call. As switch ACS is not operated when brush BDB engages contacts DHS, a circuit is completed by way of contacts ODS, ADV10 and ACS3 and knife switch KSG for the coil of switch XBHS. At the same time a circuit is completed by the engagement of brush TDB with contact DH4 through contacts OD6 and ADV11 for the coil of switch XTHS. Switches XBHS and XTHS operate to cause the lighting of the down hall lanterns at the fourth 

